Relay



June 24, 1930. s. M. DAY 4 V 1,166,611

RELAY Filed March 19, 1925 2 Sheets-'Sheet 1 Isl/w@ MAT June 24, 1930. s. M. DAYA 1,766,611

` RELAY Film1 march 19, 1925 2 sheets-sheet 2 i Drop owuq Versl 1.? 00 Core 5er-Ting, f

O 2O 40 GO 8O Groduc'ions .010 .050" .080" .130". .170" Air cmp.

Patented June 24:,Y 1930.

ETE@ ST ljll rss .entregar .FPi-cs SALISBUBY IVI. DAY, OIE'ROGHLSTLIR, NEW YORK, .ASSGNOR TO GENERAL RAILVJAY SIG-NAL COMPANY, 0l" ROCHESTER, NEW YORK RELAY Application `filed MarchV 19, 1925.

rlhis invention relates to track relays of the seriestype. v In railway signaling systems of the wayside type and in systems of automatic` train control it is often found `desirable to control av circuit When-a trainis near the exitend or some-other point of: a block. In railway signaling systems ofv the light signal type, a control of this kind is desirable in order to VveconomizeL in the consumption ot' `current used by suchlight. signals in that these signals neednot be' illuminated until there is a train in the block approaching the signal. Also, in'automatic train control systems it is often found necessary to trans-init control influences to a passing train inductively by energy derived from a trackway source; and in order to economize in the usey of this energy, it is found expedient to apply this ,energy only when there'is a train present to which the influenceis to be communicated.

' @ne way. ofy manifestingthe presence of a train at the approach: to such signal, or a train control section, consists in the provsionv of a relay which is connected in series with the usual track battery between the battery and track and which is so adjusted that it assumes its energized position only when an approaching train draws an increased current from the track battery. lt is, of course, understood `that the normal track circuit current will vary over a wide range by reason of variation in ballast resistance and rail resistance, changes in voltage ofthe traclrway source, and other variabley factors, so that afrelay connected in series withthe traclrway source requires very accurate adjustmentin order that it will only respond tothe presence of a train in.

the rtraclrwa-y and not to changes in current Vdueitothe variable local conditions ust inen- `tioned. Obviously,` a rel ,f of this type which is intended to respond to -slight -changes in: current must be designed with a consta-nt and the least possible friction between itsrrelatfively movable parts, and must- Vbe constructed sorthatits pick-up current f (thecurrent which' will justraise the armature) andi-its'dnopfalway current (the current which will just allow the armature to Serial No. 16,274?.

drop when itisin its attracted position) may by suitable adjustment be readily changed to suit the particulartrack` circuit in which the relay is tobe used. Y

The present invention contemplates the provision of a relay for ther purpose mentioned which affordsthe various adjustments in a very simple manner, which is constructed to withstand an appreciable amount of jar and vibration te which relays of this kind are subjected, in which the Contact mechanism is readily accessible and is housed .in a transparent cover so that inspection is Fig. 2' shows a front elevation ofv Athe relay shown in Fig. l with a portion of the transparent cover broken away;

Fig. 3 shows a top view of the relay, illustrating particularly the graduated core adjustment indicator; and n Fig. 4 illustrates a chart whereby the pickup and drop-away characteristics of the rclay may be determined if the core setting islrnown or vice versa.

Referring to the drawings the particular embodiment of the relay illustrated comprises a panel l of suitable insulating material suchk asporeelain, which has been shown secured to a suitable wall or support 2 by bolts To the face thisinsulating panel l is screw fastened a rectangular-ly shaped metal frame having a rectangularly shaped grove in the bottom face thereof containing a gael-Zet. 5., Snnilarly, the insulating. panel `l is Vprovided with a grove containing a gasket 6. The frame i contains a large circular opening in which a cylinder 7 is secured by set screws 10. A gasket 11 is laid between the frame 4 and cylinder 7, as shown, so as to avoid the ingress of dirt and moisture into the contact mechanism chamber. This cylinder 7 has a cap 8 secured to its upper end by having the projecting flange 9 thereof rolled or spun over, so as to orm a cupsha ed shell of magnetic material. A core 12 1s provided having a screw driver slot so that it ma be readily adjusted longitudinally within the shell 7 -8, and is adapted to be locked in position by a lock nut 13.

Between the cap 8 and the lock nut 13 is contained a washer, dial or indicator (see Figs. 1 and 3) having a lip 21 extendi ing into the keyway 22 cut in the reduced vthreaded part ofthe core 12, so that this indicator turns-as the core 12 is rotated for changing the adjustment of the core and in turn ther air gap of the relay as more clearly pointed-ont hereinafter. This washer or indicator 20` has raduations marked thereon wherebyfthe alr gap is directly indicated for each adjustmentthereof. In this con- -nection it is desired to be 'pointed out at this time that commercial adjustments keilitend over substantially four complete revolutions of the indicator so that the scale reading itself is not enough but the number of threads extending above the lock nut-must 4be taken into Vconsideration in reading the air gap to which the relay is adjustable.

On the core 12 is slidably contained a coil or winding 14 ofthe required number of turns to function in the average track lcircuit. This core is held in the extreme upper `position by a coil spring 25 resting on a Washer 26 held in place by a Cotter-pin 27, a suitable piece of insulating material or non-magnetic metal being' contained between this sprin andthe cnil.

Secured in an projecting from the lower end ofthe magnetic core 12 is a residual pin 30 of non-magnetic mate/rial. This residual pin is provided to limit the movement of a suitable armature 31 toward this core 12 when this core is adjusted to project beyond the lower edge of the shell 7-8, which should vhowever never occur in practice'.

Non-magnetic guide means 31, attached to shell 7, project downwardly thereof to limit lateral movement of the' armature 31. In order to assure that the friction of the movable armature 31 is not only substantial- -ly reduced to zero but does not vary under changes of temperature, or due to the colf lection of dirt, dust and the like, this'armature, 31 is hi dly secured to a suitable support. In t 'e particular construction shown theA armature 31 has riveted thereto a rather stiff member532 which supports a contact linger 33'throngh. the medium of an insulator 34, and also /hingediy su ports the armature 31' by vthe provisionk oi the thin spring 35 riveted to this member 32 and secured to the shell 7 by screws 36 as shown, a small block of magnetic material being contained between the spring 35 and the shell 7, so that sulicient clearance between the movable portion of this spring and the shell 7 is afforded. The armature 31 is provided with a rivet 37 of non-magnetic material which is ada ted to function as a residual stop so that t armature 31 can not get into phgsical contact with the magnetic shell 7. n opposite sides and above and below respectively of the contact linger 33 are station contact arms 40 and 41 respectively. hese contact arms 40 and 41 have their ends bent toward-each other so as to be disposed above and below the multiple spring lin rs 42 and 43 projecting from the contact nger 3 3. Divided or multi 'le spring lingers are used to lal'ord a p urality of Aseparate connections in multiple yfor each positionjof the relay. The ends of these stationary contact arms 40 and 41 are cross drilled and threaded 'and have' m4 i tionary vcontacts 44fand 45' screw threaded thereinand locked in'l ition by suitable, lock nuts. These adj ablestationary ,con-4 tacts -45 andg44-each includes a head of nellable metal such as brass which is hollowed` out and contains a contact block 46 of nuit.4 able refractory material such as carbon or carbon impregnated with suitable metal. In the manufacture of these contacts sevf eral layers of tin foilfare laidin the cavity of the metallic portin'upon which thetgou around carbon blocks areplaeed after which the to edges of the metal are spun firmly l aroun these carbon blocks or buttons. This tin foil produces a cushioning effect and reduces the contact resistance 4betweenthe-.;;u;, metal andthe carbon. Directly below the` contact arm 33 a stud or bolt 47 projects through the panel `1 which is connected to this contact arm 33 bya4 'flexible connection or pig-tail-48. The stationary contact arms. nu 40 and 41 and the stud 47 are connected to binding posts 50, 5l and'52 respectively as shown. A springV clip or-astener 53 is supported by the binding post 52 and is adapted to support a transparent cover 54`which' en- 11.3 gagesth'e askets 5 and 6 respectively and l 1s held against the gasket 6 by a knurl head-` ed screw 55 engaging the frame, this 'screvlvl being .held against'removal by a seal 57 of 'they usual construction. At the top of the in- 1F20 sulating panel 1` are provided similar binding posts 58 and 59 to which 'the IeadsoA the coil 14 are connected.' f if Bylreferrinfg to the drawings-'and g, particularly to Fig.' 1, it will'w readily a i with the relay winding I4'ene fa certain current, which 'be'assumc "te be the current flowing in the track' under most favorable circumstances the track circuit is unoccupied, that the reuw meegei 1 lay maybe adjusted'to just dropits armature for this current value for' a particular adjustment ofi thev core' l2." existing ata this time. In practice this relay' in accordance with the present invention isadjust'ed in the factory. as far as certain fixed adjustments are concerned, and after Athese adjustments have been made the glass cover 54 isput' in place and sealedf up=so that employees of the railway company purchasing such relay cannot tamper withA these fixed adjustments.

In making tliese'Xedadjust-ments the relay is first energized after which contact 44 is adjusted to a position to give a predetermined contact pressure. This contact pressure is determined by the' Wipe the contact 4.2 makes over the surface of the carbon butlton 46 as the` relay is moved from its deenergized position Vto its energized position and vice versa. After? thisadjustment has been made, the backconta'ct Llf is adjusted kso as tobe spaced tronrthe contact a3 a certain distance suhicient to vassure breaking of 'the circuit at both tl1e;i'ront= and back conof the cap Shas a: zero mark or starting mark' 23 chiseled thereon adjacent the zero on theindicator or dia'lQO.

llf-hen the relay isV shipped to Ythe customer a calibration chart such as shownV in Fig. i is sent with each relay; Along thehorizontal axis of this lchart are plotted the number of; tur-ns- T, the graduations signified'. by the number" of threads projecting above the lock nut 13 and the graduation on the dial 2O adjacent the zeromark 23, and the air' gap in decimals of an inch; 'whereas amper-es of relayv current are plotted ig the vertical axis of*A the chart. @n 'chart are plotted41 twoA curves, one of which designatesthe pick-up current or the Vcurrent requiredZ to pick up the relay for cach core settingy Whereas the other current indicatesthe drop-away current' or current which will just drop 'this relay for each corecsetting. e

d previously exfolainech therelay oi' this j tion is'in'tenned toY beused with the ormnary and Well known normally' closed track circuits oil block signaling systems, usually in series Witlr the track batt or other source and between the source and the track, so that its armature is normally retrr ted when there is no train present on the track circuit, andis attracted to close the coi 'act of the relay `when a train enters the track circuit, Consideringthis applicationV ofV the relay` it Willfbe evidentthat the-energlzing current j-aseingl through the Winding ofi therelay corresponds to the'total current supplied toy thel trackcircuit from the track battery.4 In practice, this energizingycurrenl will? vary considerably in different. length blocks,.and inthe sameblo'ck, due to changes in ballasty resistance. In order that the relayl may openate properly when applied to track; circuits of different length, and also under diferent ballast conditions, that is, may maintain its armature in t-he ret acted position when no trains are present and attract the armature' when a traiir enters the track circuit,.it. is found in practice that both the' pick-up an dt'he drop-'away current must, generally speakinggbe changed'to adapt the relay forthe different situations, and it has been demonstrated that such` simultaneous change' in' boththe pick-up. and drop-away current is ordinarily obtained' by the single adjustment ofthe'core position in therelay constructed according` tothe present invention, this not beingtrne oi other tractive relays in Whichfthe tWo air'gaps in'y series in the*y magnetic circuit' are simultaneously changed by the adjustments.`

' lVit'hamelay constructed in accordance with the present invention together with a calibration cur-ve such as shown in`A Fi f Ll it is a comparatively simple task for'tihe s" li- .nal' maintainer to. properly adj ust' the relay,

especially when: used as a series relay cour nect'ed inl seriesiWith the usual track'battery of a` track. circuit. Referring to the curves given inFig. 4' Which represent actualvalues ofcurrent and core adjustments-for one particular design of relay embodying the present inventiomlet kus assume that by inserting an ammet'er in series with the relay it is foundE that the current' up'on1 entnance ot a train upon the track circuit iron-i the other or track velay end is lf ampere, andi that the current is 0.6: ampere Whenltil'le block un occupied By looking at tlie chant it readily appears that Jthe core adjustment :tor these current values should be such as to correspond to 3'() graduations, or oneandf one half turn of the indicator dial 20to the lett of its Zero position, thusv givingv an air gap oi 0.07 inches. In the sameway adj ustmcnt may be made for other current valuesv when the block is unoccupied` and? entered respectively. n

On certainV railways Where ballast conditions are poor, that is, Where the leakage of current from one rail? to the other is very high in Wet Weather but much lower in dry Weather, it iss found? necessary to adjust ad Vance lighting or series relaysot this and other types diierently ordiiierent seasons of the year, and it a' relay embodying'the present invention is used ai record of thejadjustment of the seasonsofthe previous year may be kept and the same adjustments made for the same seasons of thev present and following years. Further, if desired, the adjustments Vfor the or change the same.

fout departing from' the scopeof the invendifferent seasons of the year may be marked directly on the chart for the particular relay, for instance, vertical lines might be drawn at the particular core settings found pro r, together with the period of the year during which the relay should be adjusted to such core settings written on such line. The net result is, the relay embodying the present invention together with its calibration'chart at a glance tells just what the characeristics of the relay are and what other characteristie may be obtained by adjustment.

In addition'to the marked superiority and advantages of the particularconstruction of a relay according to this invention, for its ap lication to track circuits in railway sign ing, this relay has a more eicient magnetic circuit and less magnetic leakage than the types of tractive rela commonly used.

A relay particularly a aptable for use as a series relay in track circuits, for railway signaling urposeslhas thus been provided in which t e armature is hin' dly or yieldab supported as distinguis d from piv,-

ot y supported so that its friction is reduced to a minimum and does=.not vary with changes of temperature; extent of use, collection of dirt or the-like; and which is constructedtofaiford the necessarA changes in its operating characteristics so t at it will assume its energiaedV or de-energieed position respectively over a large range of minimum and maximuml values of `current between which values it is to function, this being obtained b adjusting the core vertically in the coi in a manner so that the position of the core is indicated and the nposition of the coil remains definite, firmly lding the coil against a retaining surface, so that jars and vibration will not ,disturb Also, the contact mechanism of this relay is housed in a moisture and air-tight chamber, so as to keep out theV moisture and corrosive gases usually present along railway tracks, which gases andmoisture might corrode this mechanism,

which housing. is of a shape toengage both thel panel on which the relay is mounted and also the framesti'ucture for supporting the electro-magnet thereof.

Having ,thus shown and described one specific embodiment of the present invention and having pointed out certain features of the invention rather specifically it is desired f to be .understood thtfthis has been done for the purpose of `clearly disclosingl the invention rather than pointin out the .'sco

thereof, and that various ngesand mo iications maybeV made to adaptitheginvention to other circuits of various, kinds with- `tion 4or the idea of means underlying the saine. i

What it is desired to be Secured by Letters Patent is :f Y

1. An approach light signal relay for connection to the track in series with a track circuit battery bridged directly across the rails of a railway track comprising, a shell of magnetic material, a magnetizable core threaded into said shell so as to be vertically adjustable therein, a hinged armature adapted to move toward and away from said core and shell, a coil on said core which when energized causes said armature to be .5

attracted toward said core and shell, and a coil spring surrounding said core for holding said coil against said shell.

2. An approach light signal relay forconnection 1n series to ,the track with a track circuit batter lbridged directly across the rails of a rai way track comprising, a su port, a cylindrical core carried by, andV justable vertically alon the axis of lsaid support, an armature i ed so as to be movable toward and away rom said core, ,a coil slidabl mounted on said core, a spring formaintaaning said coil against said support anda contact operated by movement of sald armature. f

3.*In anpapproaehjsignal relay forrailr-M way signaling urposes, between the trac and the track battery, the combination of an armature hingedly sup:- ported b l a leaf'spring, a contact arm supporte jby said annature and having projectingJ ring contact fingers, adjustable to be connected a winding supported on` the core above said armature, whereby the operatin characteh. istics of'said relay can be change by adjusting said core. i

4i An approach signal relay for railway signaling purposed to be connected in series with the track battery to the track comprising, a shell of magnetic material of general inverted cup-shape havin a core arranged coaxially and adjustab e longitudinally therein,` an armature hingedly but non pivotally fastened to one side of said shell S0 as to provide a ilux path from said core to said shell, a coil surrounding said core within said shell and means to hold the coil fixed in relation to the shell. i

5. A relay for use with approach signals Vfor railway signaling-purposes, comprising,

assos cated with the amature and shell for limit.-

ing the movement of said armature tcward j said shell, and a coil surrounding said core within said shell.

6. An approach signal relay for railway signalling purposes, comprising, a shell of magnetic material of general inverted cupshape having a core arranged coaxially and adjustable longitudinally therein, an armature hingedly but non-pivotally fastened to one side of said shell so as to provide a fiux path from said' core to said shell, non-inagnetic stop vmeans for limiting the movement of said armature toward said shell, a second non-magnetic stop means for limiting the movement of said armature toward said core, and a coil surrounding said core within said shell.

Y 7. A relay for railway signaling purposes comprising, a shell of magnetic material of general inverted cup-shape having a` core v arranged coaXially therein which is adjustable longitudinally, an armature hingedly but non-pivotally fastened to one side ot said shell so as to provide a. flux path from said core to said shell, non-magnetic stop means for limiting the movement of said armature toward said shell, non-magnetic stop means for limiting the movement ot said. armature toward said core, a coil surrounding said core within said shell, and a spring supported by said core for holding said coil fixed relative to said shell regardless of the adjusted position of said core.

8. An approach signal relay for use in series with a track battery to the track, comprising a panel, a shell type electro-magnet including' a core and a shell supported on said panel, an armature hinged to said shell at a point adjacent said panel, a Contact finger supported :by said armature and proj ecting away from said panel, two stationary contact arms, iixed to and projecting outwardly from said panel above on one side and below on the other side of said contact Enger respectively, and stationary contacts adjustably secured to said contact arms adapted to be engaged by said contact finger when said armature is in its attracted and retracted position respectively.

9. A relay comprising a panel, a shell type electro-magnet including a core and a shell supported on said panel, an armature hinged to said magnet at a point adjacent said panel, a contact finger supported by said armature and projecting away from said panel, two

` stationary contact arms projecting outwardly from said panel one on one side and above, and one on the other side and below, said Contact iinger respectively, stationary contacts adjustably secured to said contact arms adapted to be engaged by said contact inger when said armature is in its energized and cle-energized position respectively, and

non-magnetic guide means secured to said magnet on opposite sides of said armature for limiting the lateral movement of said armature.

10. An approach signal relay lor use in series to the track with a track battery, comprising a panel, a shell type electro-magnet including a core and a support on said panel, an armature hinged to said magnet at a point adjacent said panel, a contact iinger supported by said armature and projecting away from said panel, two stationary contact arms projecting outwardly from said panel above on one side and below on the other side of said contact finger respectively, and stationary contacts adjustably secured to said contact arms and adapted tobe engaged by said contact finger when said armture is in its attracted and retracted position respectively, the core of said magnet being adjustable longitudinally, whereby the drop-away current of the relay may be adjusted by adjusting the core longitudinally and the pick-up current may be adjusted by adjusting the position oi the stationary contact below said Contact finger.

ll. An approach signal relay of the type described, comprising the combination of a shell, a core adjustably supported in said shell, a winding on said core, an armature adapted to bridge the ends of said core and shell, and micrometric indicating means ior indicating the air gap between said core and armature when said armature is in its attracted position against said shell.

In testimony whereof I aiiX my signature.

SALISBURY M. DAY. 

